US3828747A - Automotive air-fuel mixture heating system - Google Patents

Automotive air-fuel mixture heating system Download PDF

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Publication number
US3828747A
US3828747A US00315000A US31500072A US3828747A US 3828747 A US3828747 A US 3828747A US 00315000 A US00315000 A US 00315000A US 31500072 A US31500072 A US 31500072A US 3828747 A US3828747 A US 3828747A
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engine
air
mixture supply
temperature
fuel mixture
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US00315000A
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English (en)
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S Nambu
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/163—Preheating by burning an auxiliary mixture
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • ABSTRACT For the purpose of reducing toxic combustible compounds remaining in exhaust gases from an automotive internal combustion engine which usually demands an enriched air-fuel mixture during cold driving, a combustion chamber is positioned in contact with an interior of a mixture supply passage for the en gine so as to positively heat the mixture passing through the mixture supply passage when the engine is being driven cold, whereby the vapourization of the air-fuel mixture in the mixture supply passage is promoted and even distribution of the mixture to individual engine cylinders is achieved.
  • the hot exhaust gases produced in the combustion chamber may be recirculated into the mixture supply passage to contribute to further heating of the mixture therein.
  • the present invention relates generally to automotive internal combustion engines and particularly to air-fuel supply units such as carburetorsof the automotive internal combustion engines. More specifically, the invention appertains to an exhaust cleaning system for use with the mixture supply unit of the automotive internal combustion engine.
  • the exhaust cleaning system herein disclosed is of the specific character by which the air-fuel mixture receives added heat when passing through a mixture passage of the air-fuel mixture supcarbons and carbon monoxide contained'in the exhaust gases from the engine.
  • An enriched air-fuel mixture is required especially when the engine is driven cold, viz., being warmed up because the air-fuel mixture itself then remains cool and is consequently unable to achieve an acceptable combustion efficiency.
  • the fuel particles thus adhered to the internal walls of the unit during the cold driving condition of the engine are warmed up and accordingly vapourized as the engine is warmed up to an operating temperature and give rise to further enrichment of the airfuel mixture supplied to the engine, thereby adding to the concentration of the toxic combustible compounds in the exhaust gases.
  • an important object of the present invention to provide an improved exhaust cleaning system for use with the automotive internal combustion engine, which system is specifically adapted to reduce the concentration of the toxic unburned or partly burned compounds in the exhaust gases from the engine which is being driven cold, viz., warmed up to an operating temperature.
  • an exhaust cleaning system which comprises a combustion chamber which is in direct contact with the interior of at least part of the mixture passage of the air-fuel supply unit of the engine through at least one heat-transfer partition member, an additional air-fuel mixture supply unit for supplying a mixture of air and fuel to the combustion chamber at a controlled rate when actuated, firing means for igniting the air-fuel mixture drawn into the combustion chamber from the additional air-fuel supply unit when actuated, and temperature-responsive actuating means responsive to change in temperature of the engine and operative to actuated the additional air-fuel mixture supply unit and the firing means when responding to an engine temperature lower than a predetermined relatively low level representative of a cold driving condition of the engine.
  • the cleaning system may further comprise mixture supply rate control means associated with the additional air-fuel mixture supply unit and adapted to be actuated by the temperature-responsive actuating means for providing communication between the combustion chamber and additional air-fuel mixture supply unit when actuated by the temperatureresponsive actuating means, viz., the engine is being warmed up to its operating temperature.
  • the mixture supply rate control means may be further associated with the air-fuel mixture supply unit of the engine proper and so arranged as to be responsive not only to the engine temperature but to an idling condition of the engine for supplying the air-fuel mixture to the engine at an appreciably increased rate under the idling condition.
  • the combustion chamber has an outlet which is opened directly to the open air or into the mixture passage of the air-fuel mixture supply unit for the engine.
  • the air-fuel mixture supply unit of the internal combustion engine with which the exhaust cleaning system having the above described general features is to be combined may be the carburetor or the fuel injection system of the usual construction.
  • the combustion chamber may preferably be in contact with at least a portion of an intake manifold riser forming part of the carburetor.
  • the air-fuel mixture supply unit for the combustion chamber of the exhaust cleaning system per se may be of a carburetor or fuel injection type.
  • the throttle valve thereof forms part of the aforementioned mixture supply rate control means for the combustion chamber and thus shuts off the flow of the airfuel mixture to the combustion chamber when the temperature-responsive actuating means responds to an engine temperature higher than the predetermined level.
  • the mixture supply rate control means may include a suction-operated valve drive unit which is adapted to be controlled by the temperatureresponsive actuating means and to be responsive to a suction or vacuum developed in the intake manifold of the engine.
  • the suction-operated valve drive unit drives, when actuated from the temperature-responsive actuating means, drives the throttle valve of the carburetor of the cleaning system to its closed-throttle position to terminate the passage of the flow of the air-fuel mixture therethrough.
  • this suctionoperated valve drive unit may be further associated with the throttle valve of the carburetor of the engine proper for driving the valve to open appreciably wider under the control of the temperature-responsive actuating means during idling of the engine.
  • FIG. 1 is a schematic view showing, partly in section, an overall construction of the exhaust cleaning system embodying the present invention.
  • FIG. 2 is a sectional view showing, on an enlarged scale, the combustion chamber of the exhaust cleaning system shown in FIG. 1.
  • FIGS. 1 and 2 The exhaust cleaning system according to the present invention is herein shown by way of example as being applied to an automotive internal combustion engine using a carburetor of down-draft type. It should, however, be borne in mind that the essential features of the exhaust cleaning system herein disclosed are applicable to automotive internal combustion engine of any other type including those using carburetors of horizontal-draft type or the fuel injection systems.
  • the carburetor of the down-draft type designated as a whole by reference numeral in FIG. 1, thus includes as customary an air cleaner 11 which is mounted at the top of an air horn 12. Internally of the air horn 12 is formed a venturi 13 into which a fuel nozzle 14 leading from a float bowl 15 projects. A carburetor throttle valve 16 is positioned downstream of the venturi 13 for controlling the rate of flow of an air-fuel mixture to be delivered from the carburetor 10. The throttle valve 16 is rotatable about its shaft (not numbered) with a throttle control lever 17 which is driven from an accelerator pedal 18 through a connecting rod 19. The carburetor 10 is connected at its lower end to an intake manifold 20 of the engine.
  • the intake manifold 20 includes a manifold riser 21 positioned immediately downstream of the carburetor 10 and a plurality of manifold branch pipes 22 leading from the manifold riser 21 and connected respectively to cylinders (not shown) of the engine.
  • the manifold riser 21 and manifold branch pipes 22 thus constitute the mixture passage for the carburetor 10.
  • the exhaust cleaning system installed on the carburetor 10 thus constructed includes an air-fuel mixture supply unit which is, in the embodiment shown, in the form of a carburetor 23 which is positioned in parallel to but independently of the main carburetor 10 for the engine.
  • the additional carburetor 23 communicates at its top with the air cleaner 11 through a calibrated restriction or orifice 24 and has formed therein a constriction or venturi 25 as illustrated.
  • An additional fuel nozzle 26 leading from the float bowl 15 for the carburetor 10 projects into this venturi 25 so that the fuel drawn from the float bowl 15 is atomized and mixed with the fresh air sucked in from the air cleaner at a restricted rate through the orifice 24.
  • a mixture flow control valve or throttle valve 27 is positioned downstream of the venturi 25 for controlling the flow of the air-fuel mixture produced at the venturi 25.
  • the additional carburetor 23 thus constructed is connected through a mixture passageway 28 to a combustion unit which is designated as a whole by reference numeral 29 in FIG. 1.
  • the combustion unit 29 includes a combustion chamber 30 having an inlet connected to the leading end of the mixture passageway 28 and held in direct contact with the interior of the bottom portion of the manifold riser 21 through a heattransfer partition member 31.
  • This partition member 31 is preferably a plate of copper, brass, aluminium or steel such as stainless steel of a thickness ranging from 0.5mm to 3.0mm. It is, in this instance, self-explanatory that the thinner the partition member 31, the higher the heat-transfer efflciency and accordingly the better the thermal response of the partition member.
  • the exhaust cleaning system according to the present invention would become effective to preheat the air-fuel mixture in the intake manifold 20 substantially simultaneously when the engine is started cold.
  • the partition member formed of copper it is important to select the thickness of the member on a compromise between these mutually conflicting requirements for the thermal response and durability.
  • the partition member formed of copper has revealed that a thickness ranging from 1.0mm to 2.0mm provides an acceptable compromise between such requirements.
  • the partition member 31 may be provided with fins on one or both of its surfaces, through not shown in the drawings.
  • a flame holder 32 of a wire mesh At the inlet of the combustion chamber is positioned a flame holder 32 of a wire mesh to prevent the flames in the combustion chamber from being propagated backwardly into the mixture passageway 28.
  • the combustion chamber 30 has an outlet which may be opened directly to the open air though not shown or which may be in constant communication with an unstream portion of the manifold riser 21 through a hot gas recirculation passageway 33 as illustrated.
  • a flame arrester 34 of a wire mesh is positioned at an outlet of the hot gas recirculation passageway 33 for preventing propagation of the flames. from the passageway 33 into the manifold riser 21.
  • the hot gas recirculation passageway 33 may be externally at least partly wrapped or surrounded by a plurality of fins 35 for the purpose of'discharging heat to the outside of the passageway 33 at an increased efficiency.
  • Suitable firing means includes a spark plug 36 projecting into the combustion chamber 30 and an ignition unit 37 which is connected to the spark plug through a line 38.
  • the ignition unit 37 and spark plug 36 are adapted to continuously fire the airfuel mixture delivered into the combustion chamber 30 once they are energized.
  • the ignition unit 37 has an input terminal which is serially connected to a power source 39 through a line 40 across a usual ignition switch 41 and a relay switch 42 having normallyopen contacts 42a and a relay coil 42b.
  • the relay coil 42b is connected through a line 43 to a thermostatically controlled temperature-responsive switch 44 which is embedded in or otherwise mounted on a suitable engine cooling medium such as a water jacket 45 for the cooling of the internal combustion engine (not shown).
  • This temperature-responsive switch 44 is adapted to be open when the engine or more exactly the engine cooling water is sufficiently warmed and to close in response to a temperature lower than a predetermined level of, for example, 60C.
  • a suction-operated throttle valve drive unit which as a whole is designated by reference numeral 46 in FIG. 1.
  • the suction-operated throttle valve drive unit 46 includes a diaphragm device having suction and atmospheric chambers 47 and 48,
  • the suction chamber 47 has accommodated therein a preload spring 50 which is seated'at one end on an end wall of the suction chamber 47 and at the other end on the diaphragm element 49.
  • the preload spring 50 thus acts to urge the diaphragm element 49 toward a position compressing the atmospheric chamber 48.
  • the atmospheric chamber 48 is usually formed with an air vent 51 which is opened to the atmosphere as shown.
  • the preload spring 50 is herein shown as a helical compression spring but apparently such a spring can be replaced with any other types of resilient biasing means where desired.
  • the suction chamber 47 is in communication with the intake manifold'20 of the engine or, in the shown embodiment, with the manifold riser 21 of the intake manifold through a suction passageway 52.
  • This suction passageway 52 has incorporated therein a solenoid-operated three-way valve 53 which is electrically connected to the line 40 through a line 54.
  • This solenoid-operated three-way valve 53 is adapted to have two positions. When the three-way valve 53 is energized from the power source 39 through the lines 40 and 54, it assumes a position in which communication is set up between the suction chamber 47 and manifold riser 21 across the valve.
  • the vacuum obtaining in the intake manifold 20 of the engine or generally in the mixture passage downstream of the carburetor throttle valve 16 is drawn into the suction chamber 47 through the suction passageway 52.
  • the three-way valve 53 remains deenergized, the valve is held in the other position in which the communication between the suction chamber 47 and the intake manifold 20 is blocked and, in turn, the suction chamber 47 is vented to the open air through an air inlet port 55 which is formed in the valve 53 or in the suction passageway 52.
  • An actuating rod 56 is connected at one end to the face of the diaphragm element 49 opposite to the preload compression spring 50 and at the other end to the throttle valve 27 .of the additional carburetor 23 through a throttle lever 57.
  • This throttle lever 57 is rotatable with the throttle valve 27 about the shaft of the valve and is pivotally connected at its leading end to the actuating rod 56 so that reciprocal movement in either direction of the actuating rod 56 caused by the displacement of the diaphragm element 49 brings about rotation or angular displacement of the throttle valve 27 and accordingly changes the effective working area for the flow of the air-fuel mixture across the throttle valve 27.
  • this actuating rod 56 have an extension 58 terminating in close proximity to the throttle valve 116 of the main carburetor 10 for the engine as illustrated.
  • the extension 58 of the actuating rod 56 is connected to the throttle valve 17 through the throttle control lever 17 in a manner to turn the throttle valve about its shaft as the actuating rod 56 is moved back and forth by the diaphragm element 49 of the throttle valve drive unit 46.
  • the air sucked in from the air cleaner 11 is mixed with the fuel drawn into the venturi 13 from the float bowl 15 through the fuel nozzle 14 in the main carburetor 10 for the engine proper.
  • the resultant air-fuel mixture is delivered to the individual engine cylinders (not shown) through the intake manifold 20, viz., the manifold riser 21 and manifold branch pipes 22.
  • the rate at which the air-fuel mixture is supplied to the engine is controlled by the angular displacement of the throttle valve 16 and accordingly in accordance with the depth in which the accelerator pedal 18 is depressed, as is well known.
  • the thermostatically controlled temperature-responsive switch 44 is closed so as to energize the coil 42b of the normally-open relay switch 42 through the line 43.
  • the relay switch 42 thus closes so that an electric circuit is completed from the power source 39 to the ignition unit 37 through the line 40 with the ignition switch 42 held closed.
  • the ignition unit 37 is now energized to actuate the sparkplug 36 through the line 38.
  • the solenoid-operated three-way valve 53 forming part of the mixture supply rate control means is energized from the power source 39 through the lines 40 and 54 and is driven to the position establishing the communication between the manifold riser 21 of the engine intake manifold and the suction member 47 of the suction-operated throttle valve drive unit 46 which also forms part of the mixture supply rate control means of the cleaning system according to the present invention.
  • the vacuum prevailing in the intake manifold 20 is consequently drawn into the suction chamber 47 of the throttle valve drive unit 46 through the suction passageway 52 and three-way valve 53.
  • the vacuum in the suction chamber 47 acts upon the diaphragm element 49 which is thus moved against the action of the preload compression spring 50 to a position in which the atmospheric chamber 48 is expanded, the expansion of the chamber 48 being facilitated by air admitting thereto through the air vent 51.
  • Air is consequently sucked in from the air cleaner 11 into the additional carburetor 23 at a rate which is restricted by the orifice 24 while the fuel in the float bowl 15 is drawn into the venturi 25 through the additional fuel nozzle 26.
  • the air and fuel are mixed at the at the venturi 25 and the resultant air-fuel mixture is passed over to the combustion chamber of the combustion unit 29 through the mixture passageway 28 and the flame holder 32 which is positioned at the inlet to the combustion chamber 30.
  • the spark plug 36 Since, under this condition, the spark plug 36 is in a condition actuated by the ignition unit 37 as previously mentioned, the air-fuel mixture thus drawn into the combustion chamber 30 is fired so as to produce hot gases which heat the heattransfer partition member 31 contacting the air-fuel mixture which is being passed through the manifold riser 21 of the main carburetor 10. The hot gases are then discharged from the combustion chamber 30 and are drawn into the upstream portion of the manifold riser 21 through the hot gas recirculation passageway 33 and flame arrester 34. The hot exhaust gases are thus admixed to the air-fuel mixture flowing through the manifold riser 21 and exchange heat with the mixture therein.
  • flame holder 32 mounted at the inlet of the passageway 33 to the combustion chamber 30 serves to atomize the air-fuel mixture to be admitted to the combustion chamber 30 by means of its fine mesh.
  • Such a mixture atomizing effect of the flame holder 32 is enhanced when the air-fuel mixture is fired and consequently the wire mesh of the flame holder is heated, thereby contributing to the raising of the combustion efficiency of the mixture in the combustion chamber 30.
  • the hot exhaust gases which are recirculated to the manifold riser 21 are cooled down to an appropriate temperature as they are passed through the hot gas recirculation passageway 33 by means of the fins 35 which are mounted thereon while the flame arrester 34 positioned at the outlet of the passageway 33 serves to prevent the firing of the air-fuel mixture in the manifold riser 21 as would be caused by the hot exhaust gases from the passageway 33.
  • the particles of fuel having relatively large grain sizes and the fuel propagating down the internal surfaces of the manifold riser 21 tend to be deposited at the lowermost part of the manifold riser which is adjacent to the manifold branch pipes 22.
  • the fuel thus deposited at the bottom of the manifold riser 21 is drawn to the engine cylinders along the internal surfaces of the manifold branch pipes 22 in a liquid phase, providing a major cause of the incomplete combustion of the mixture in the combustion chambers of the engine.
  • the air-fuel mixture delivered from the intake manifold 20 is thus evenly distributed in a sufficiently evaporated state into the individual engine cylinders and is readily combusted in the engine at a satisfactorily improved combustion efficiency. There is, for this reason, no need of supplying to the engine an enriched air-fuel mixture during cold driving of the engine.
  • the hot exhaust gases recirculated into the manifold riser 21 from the combustion chamber 30 contributes to further heating the air-fuel mixture to be supplied to the engine, as previously mentioned.
  • the mixture thus receiving the added heat from the partition member 31 is cleared of the particles with relatively large grain sizes so that the mixture can be substantially completely gasifled when entering the engine cylinders.
  • the outlet from the combustion chamber 30 may be vented directly to the open air so that the hot exhaust gases are discharged to the outside of the engine or utilized for any other purposes.
  • the throttle valve 16 of the main carburetor is turned a predetermined angle toward its open-throttle position by the axial movement of the actuating rod 56 simultaneously as the throttle valve 27 of the additional carburetor 23 is drivento its open-throttle position.
  • the effective working area at the throttle valve 16 of the main carburetor 10 is thus augmented with a consequent increase in the rate of supply of the air-fuel mixture to the engine, thereby providing a satisfactory performance efficiency of the engine during idling.
  • the thermostatically controlled temperature-responsive switch 44 opens so that the coil 42b of the relay switch 42 becomes de-energized.
  • the ignition unit 37 and solenoid-operated three-way valve 53 are simultaneously disconnected from the power source 39 with the relay switch 42 thus opened, the spark plug 36 ceases firing in the combustion chamber 30 and the communication between the manifold riser 211 and the suction chamber 47 of the throttle valve drive unit 46 is interrupted.
  • the suction chamber 47 is now opened to the atmosphere through the air inlet port 55 so that the diaphragm element 49 is moved by the action of the preload compression spring 50 to a position expanding the suction chamber 47.
  • the preload spring 50 has a relatively small spring constant and at the same time the diaphragm element 49 has a relatively large size which is suitable for providing a snap action of the diaphragm element responsive to the suction directed into the suction chamber 47.
  • the relay switch 42 has been assumed as being of the normally-open type, a normally-closed relay switch may also be used where desired. Where the normally-closed relay switch is thus preferred, the thermostatically controlled temperature-responsive switch 44 to control the relay switch should be so constructed as to be open to hold the relay switch closed when the engine is being driven cold and to close to make the relay switchopen when the operating temperature is reached by the engine.
  • the combustion chamber 30 is most effective to heat and uniformly vapourize the air-fuel mixture tobe supplied to the engine where it is positioned in direct contact with the mixture at the bottom of the intake manifold riser 21.
  • the heating and vapourizing effect will be further improved if the combustion chamber 30 is at least partly in contact with another part of the mixture passage downstream of the throttle valve 16 of the main carburetor 10 such as the intake manifold branches 22 posterior to the manifold riser.
  • the air-fuel mixture supply unit of the exhaust cleaning system according to the present invention has been assumed in the shown embodiment as using the carburetor of the usual construction. This, however, is merely for the purpose of illustration and thus the mixture supply unit may be of the known fuel injection type having usual fuel injection nozzles which are electromagnetically operated to inject the fuel into the engine cylinders when the thermostatically controlled temperature-responsive switch 44 responds to an engine temperature lower than a predetermined level.
  • the mixture supply unit of the exhaust cleaning system may be supplied with air and/or fuel from sources which are independent from the air cleaner 11 and/or float bowl 15 associated with the main carburetor 10 for the engine proper.
  • An exhaust cleaning system for use with an automotive internal combustion engine having an air-fuel mixture supply passage for supplying a vapourized airfuel mixture to engine cylinders, which system comprises a combustion chamber positioned in direct contact with an interior of at least part of said air-fuel mixture supply passage for the engine through at least one heat transfer partition member, an air-fuel mixture supply unit for supplying a mixture of air and fuel to said combustion chamber when actuated, firing means for igniting the air-fuel mixture drawn into said combustion chamber from said mixture supply unit when actuated means responsive to change in temperature of the engine and operative to actuate both of said mixture supply unit and said firing means in response to a temperature of the engine lower than predetermined relatively low level, and mixture supply rate control means associated with said air-fuel mixture supply unit and providing controlled communication between said mixture supply passage and said combustion chamber when actuated by said temperature-responsive actuating means, said mixture supply rate control means including a suction-operated valve drive unit having suction and atmospheric chambers which are hermetically sealed from each other by a diaphram element
  • said air-fuel mixture supply unit comprises a carburetor which is independent of said carburetor for the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US00315000A 1971-12-24 1972-12-14 Automotive air-fuel mixture heating system Expired - Lifetime US3828747A (en)

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JP47001393A JPS4868921A (enrdf_load_stackoverflow) 1971-12-24 1971-12-24

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US (1) US3828747A (enrdf_load_stackoverflow)
JP (1) JPS4868921A (enrdf_load_stackoverflow)
DE (1) DE2262408A1 (enrdf_load_stackoverflow)
FR (1) FR2211979A5 (enrdf_load_stackoverflow)
GB (1) GB1407489A (enrdf_load_stackoverflow)

Cited By (12)

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US3929115A (en) * 1972-03-17 1975-12-30 Hitachi Ltd Means for cleaning exhaust gas in a reciprocating piston type automobile engine
US3934567A (en) * 1973-03-28 1976-01-27 Hitachi, Ltd. Fuel evaporating device
US3980052A (en) * 1973-12-21 1976-09-14 Toyota Jidosha Kogyo Kabushiki Kaisha Fuel supply installation for internal combustion engines
US3986486A (en) * 1974-10-21 1976-10-19 Rabbiosi Clare P Reduction of hydrocarbons emissions in carbureted engines
US4002025A (en) * 1974-10-31 1977-01-11 Nippon Soken, Inc. System for heating intake pipe of internal combustion engine
US4030464A (en) * 1973-12-07 1977-06-21 Nippon Soken, Inc. Fuel-air mixture heating device for use with internal combustion engine
US4036188A (en) * 1974-07-18 1977-07-19 Toyota Jidosha Kogyo Kabushiki Kaisha Carburetor equipped with a cooling system
US4050425A (en) * 1975-11-24 1977-09-27 General Motors Corporation Air-fuel ratio control system
US4142496A (en) * 1976-04-05 1979-03-06 Nissan Motor Company, Limited Exhaust gas recirculation system
US4413605A (en) * 1980-09-12 1983-11-08 Flat Auto S.P.A. Intake manifold heating and exhaust gas recirculation system for an internal combustion engine
CN112196636A (zh) * 2020-09-29 2021-01-08 中国航发动力股份有限公司 一种基于推紧顶具的发动机放气机构装配方法及推紧顶具
US11454196B1 (en) * 2008-04-30 2022-09-27 Steven Brown Fuel bowl

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JPS5341639A (en) * 1976-09-27 1978-04-15 Nissan Motor Co Ltd Air-fuel ratio controlling method of internal combustion engine and its apparatus
JPS57165658A (en) * 1981-04-06 1982-10-12 Honda Motor Co Ltd Starting device of internal combustion engine
JPS57191445A (en) * 1981-05-21 1982-11-25 Honda Motor Co Ltd Starting device for internal-combustion engine
JPS6114774U (ja) * 1984-06-29 1986-01-28 日野自動車株式会社 デイ−ゼル・エンジンに使用される始動補助装置

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US2408846A (en) * 1944-06-19 1946-10-08 Perfect Circle Co Antidetonation apparatus for automotive engines
US2993487A (en) * 1959-02-04 1961-07-25 Maschf Augsburg Nuernberg Ag Starting device for internal combustion engine
US3625190A (en) * 1970-03-05 1971-12-07 Mathew G Boissevain Fuel vaporizer
US3687122A (en) * 1970-07-28 1972-08-29 Cummins Engine Co Inc Combustion aid for a compression ignition engine

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3929115A (en) * 1972-03-17 1975-12-30 Hitachi Ltd Means for cleaning exhaust gas in a reciprocating piston type automobile engine
US3934567A (en) * 1973-03-28 1976-01-27 Hitachi, Ltd. Fuel evaporating device
US4030464A (en) * 1973-12-07 1977-06-21 Nippon Soken, Inc. Fuel-air mixture heating device for use with internal combustion engine
US3980052A (en) * 1973-12-21 1976-09-14 Toyota Jidosha Kogyo Kabushiki Kaisha Fuel supply installation for internal combustion engines
US4036188A (en) * 1974-07-18 1977-07-19 Toyota Jidosha Kogyo Kabushiki Kaisha Carburetor equipped with a cooling system
US3986486A (en) * 1974-10-21 1976-10-19 Rabbiosi Clare P Reduction of hydrocarbons emissions in carbureted engines
US4002025A (en) * 1974-10-31 1977-01-11 Nippon Soken, Inc. System for heating intake pipe of internal combustion engine
US4050425A (en) * 1975-11-24 1977-09-27 General Motors Corporation Air-fuel ratio control system
US4142496A (en) * 1976-04-05 1979-03-06 Nissan Motor Company, Limited Exhaust gas recirculation system
US4413605A (en) * 1980-09-12 1983-11-08 Flat Auto S.P.A. Intake manifold heating and exhaust gas recirculation system for an internal combustion engine
US11454196B1 (en) * 2008-04-30 2022-09-27 Steven Brown Fuel bowl
CN112196636A (zh) * 2020-09-29 2021-01-08 中国航发动力股份有限公司 一种基于推紧顶具的发动机放气机构装配方法及推紧顶具
CN112196636B (zh) * 2020-09-29 2021-06-08 中国航发动力股份有限公司 一种基于推紧顶具的发动机放气机构装配方法及推紧顶具

Also Published As

Publication number Publication date
DE2262408A1 (de) 1973-07-12
GB1407489A (en) 1975-09-24
JPS4868921A (enrdf_load_stackoverflow) 1973-09-19
FR2211979A5 (enrdf_load_stackoverflow) 1974-07-19

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